This article summarizes the problems with free parking pretty well. Then it goes on to lament that Australian cities aren’t moving faster to implement the policies that planners and engineers know (or should know) would work.

The third major approach is characterised as responsive. This approach is based around pricing parking to account more accurately for actual demand, to incentivise use of active and sustainable modes of transport, and advocating generally for more efficient publicly-shared spaces (not exclusively used by cars) and area-based planning. It can be said to include Donald Shoup’s well-known reforms, as well as Paul Barter’s adaptive and walkable parking reforms…

Parking can directly compromise the adoption of active and sustainable modes of transport. Firstly, free and easily accessible parking contributes to induced driving and car ownership. For example, researchers from Oslo’s Institute of Transport Economics found that access to private household parking facilities triples the likelihood of car ownership, whereas increasing the distance between parking and destinations reduces car mode share. This means planners must disincentivize convenience (including factors of distance, time and pricing), and reduce its domination of urban space. Secondly, on-street parking can directly compete for limited road space, inhibiting the ability to reallocate street space to improved pedestrian or cycling infrastructure (such as bicycle lanes), or to create priority lanes for road-based public transport (such as buses or trams). Additionally, on-street parking spurs congestion from “cruising” for parking spaces, and movements in and out of spaces, and well as increasing the risk of “dooring” cyclists.